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When will a diesel be available for my aircraft? |
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News, facts, and comments on the coming revolution for piston-engine aircraft.News of August 06, 2008LoPresti Announces ‘Innovation In Aviation’ Award
 LoPresti Aviation announced on Saturday at EAA AirVenture that they have established a new annual award for ‘Innovation in Aviation,’ in honor of their founder, aircraft designer Roy LoPresti. The first winner, DeltaHawk Engines, is a small company that has worked for 12 years to bring a new diesel design to the market. ‘The persistence and creativity of this company is something of which Roy would have approved,’ the company said in a news release. LoPresti will work with the winners to help develop and market their ideas. The award will be presented every year at Oshkosh. ‘In this next year you will see their engine gain certification and we will work with them to create STC's for the burgeoning diesel market,’ LoPresti said. See: http://www.avweb.com/newspics/loprestiaward.jpg (Avweb 8/4/08) posted at 12:32 PM News of August 01, 2008Battle over diesels moves to Oshkosh
 The Austro-German battle of the diesels moved its venue to Oshkosh this week, but the combatants remained restrained and on best behavior even though they were only a few yards apart. AirVenture marked the first public static showing of the 168 hp Austro Engine AE 300 liquid cooled diesel being developed by Diamond Aircraft to replace the Thielert Aircraft Engines power plants used by some of the Diamond models until Thielert s insolvency earlier this year. Since then the supply of Thielert diesels to Diamond has ceased, crippling delivery of Diamond aircraft and leading to a very public and spiteful war of words between Thielert s liquidation administrator Dr. Bruno Kuebler and Diamond Aircraft owner and CEO Christian Dries. Austro Engine is aiming for EASA certification this fall. Its new facility aims to produce 2,000 engines a year to power Diamond Aircraft’s DA40, DA42 and DA50. Both the Austro and the Thielert designs are based on Mercedes A-class four-cylinder engines, but the AE 300 substitutes some heavier cast iron parts for the aluminum used by Thielert. Austro Engine is a consortium between Diamond Aircraft, MBtech in Germany, and other partners. Diamond had planned to switch to its own engine from Thielert anyway, but the Thielert bankruptcy has advanced the timing. Austro engines are currently being test flown extensively in the three Diamond models. Thielert, though in liquidation, displayed its Centurion engines at AirVenture. Why would a bankrupt company bother to exhibit, one might ask? Thielert sales manager Jasper Wolffson was assuring all comers that production of spare parts is continuing while more than 50 would-be investors assess taking over the ailing company. ‘We hope to have a new owner by the end of September,’ he told Aviation Week. While Diamond has claimed that more than 72 Diamonds are grounded around the world for lack of Thielert parts and more than 40 are stored at the factory without engines, Wolffson insists that the groundings are not his company’s fault. Parts are available, he says. But under German law Kübler canceled all warranties on Thielert engines in the field. At the same time he significantly raised the price of parts that operators now had to pay for parts, and told Diamond they must pay in advance for engines at a far higher price than had previously been agreed. The real issue is the gearbox and clutch on the Thielert diesel engine, which must be replaced every 300 hours at a cost (for just the parts) of 5,000 euros. Thielert had promised the first exchange for free under warranty up to 600 hours; now the warranty is canceled owners must pay, and though they can file a claim with the liquidator they are likely to receive back ‘anything from zero to 100%,’ said Wolffson. Many are choosing to wait; meanwhile their aircraft remain grounded. Wolffson allowed that the Thielert marketing strategy had been one of not being too expensive, and of encouraging operators to overlook the shortfalls of the gearbox. Now the liquidator is trying to put Thielert on a viable commercial footing before selling the company. Thielert is facing the loss of its major customer as it moves toward new ownership (some 2,500 engines are in service, mostly on Diamonds), but Wolffson said talks are continuing with Cessna on a regular basis on supplying engines for a diesel Cessna 172. Cessna, though, is holding back until it can check the pedigree of the new owners. Meanwhile the Thielert development department has actually grown during the insolvency, charged primarily with extending the life of that gearbox and clutch. ‘It would be wrong to say it is business as usual, but we are at Oshkosh to show that we are still alive,’ said Wolffson. ‘We are very, very optimistic.’ (Aviation Week 8/1/08) posted at 12:44 PM SMA Diesel Engines Available for Experimentals
 SMA, part of the SAFRAN Group, announced today that its diesel-burning engines are currently available in the new Maule M9, as well as for the Experimental Pulsar S300. The company is selling the engine to individual owners of other certified and non-certified aircraft (including the Piper Dakota and Cessna 182 and 206). The SR 305-230 engine, with 230 horsepower, has proved itself in the Cessna 182 over nearly 12 years of operation as a more fuel-efficient alternative than the OEM Continental O-470. Its FADEC system and ability to burn Jet-A or diesel fuel make it particularly attractive to kit aircraft builders who are beginning to experience difficulty finding avgas, and especially for those who live in parts of the world where avgas has become unaffordable. The SR 305-230 engine is not an inexpensive proposition for a kit builder, with price estimates for the engine running somewhere in the $75,000 range, according to SMA, but it is ready to ship today. Its performance, burning just 7.9 gph at 65% power, and long TBO (3000 hours), as well as the fact that it contains 70% fewer parts than the typical avgas-burning engine, are all attractive to builders. SMA is hoping that 12 years of developing its engine as an alternative fuel burner is about to pay off. (Kitplanes Magazine 7/31/08) DieselAir Comment: The Maule M9 diesel will be the first airplane sold with the SMA engine as original equipment. We expect this model to give Maule a new life on its world market niche of STOL taildraggers, since its performances (range, speed, fuel economy, safety) will considerably increase the possibilities of this product. posted at 12:27 PM News of July 31, 2008TECNAM Italian LSA manufacturer to test Gemini DieselItalian manufacturer TECNAM will be testing a series of diesel engines on its P92 Eaglet LSA and under-development P2006T light-light twin, Tim Archer, CEO of engine-maker Powerplant Developments told EAA AirVenture 2008 attendees Wednesday. Under a memorandum of agreement between the two companies, Powerplant Developments will supply both a 100-hp and a 125-hp turbocharged version of its Gemini diesel engine platform. The engines will be used for evaluation purposes, with two of the 125-hp turbo versions possibly a part of TECNAM's FAR Part 23 certification process. ‘We are anticipating the Powerplant Developments' Gemini engines will bring an exceptional level of performance and capability to TECNAM aircraft owners,’ Paolo Pascale Langer, TECNAM's managing director said in a statement. In response, Archer added, ‘We couldn't be more excited and proud that such a well-established aircraft manufacturer like TECNAM has shown such a high level of confidence in the Gemini engine program.’ During his briefing, Archer admitted he had been ‘too optimistic’ about his company's overall development program schedule, which presently is 6-8 months behind schedule. However, he noted Powerplant Developments this week was shipping a prototype engine to a government/military contractor to be used aboard a long-endurance unpiloted vehicle presently under development. In addition to TECNAM and the unidentified contractor, Archer said his company was in negotiations for future engines with more than one airframe manufacturer. Powerplant Developments' Gemini 100 and 125 engines are based on the Junkers Jumo series of aircraft diesels first flown in the 1930s. In the 100- to 125-hp output range, the diesels are a three-cylinder, six piston design, using a two-stroke cycle and liquid cooling. The 100-hp version weighs 156.5 lbs ready-to-run on a test stand, while the 125-hp turbocharged version slated for TECNAM's P2006T light-light twin checks in at 201 lbs wet. The company says its 100-hp Gemini 100 is roughly the same height and width as similar-output aircraft powerplants from other manufacturers, but is shorter. The Gemini 100's projected retail price will be around $18,000, with its TBO initially set at 2000 hours. The engine, which turns at 4000 rpm, will be geared down to turn a propeller at 2500 rpm. Its projected brake specific fuel comsumption consumption is .38. posted at 11:58 PM News of July 30, 200824 prospective buyers for Thielert Motoren have signed confidentiality agreement.Press Release received from Thielert: ‘The process of finding an investor is now moving to the next phase. Prof. Guenter Kappler has been appointed “Accountable Manager”. The 24 prospective buyers are mainly aircraft industry firms, plus some financial investors. Having signed confidentiality agreements, within the next few days the interested parties will be receiving detailed information on the current position of the company, on the basis of which they can begin with due diligence. The uncommonly large number of potential buyers shows that Thielert is seen as an attractive investment in the industry, though this comes as no surprise. After all, the Thielert engines are certified in 50 countries, and the Thielert infrastructure – a global network of 264 service centers and distribution partners – make it a considerable asset to potential investors. As Accountable Manager, Kappler is now solely responsible for aviation safety issues, including quality management in development, production, maintenance and training, and compliance with aviation regulations.' (Thielert press release 7/29/08) posted at 6:25 AM News of July 29, 2008Cessna Still Seeking Diesel Engine SolutionCessna Aircraft, which had planned to be delivering Model 172 Skyhawks powered by Thielert Aircraft Engine diesel power plants this year, is still seeking a viable alternative following the German engine maker's insolvency filing earlier this year. Jack Pelton, Cessna s chairman, president and CEO, told Aviation Week Tuesday in an interview at the EAA AirVenture in Oshkosh, Wis., that Cessna first began working with Thielert founder Frank Thielert nearly six years ago about an engine that could burn Jet A fuel, but sized properly for installation in light aircraft. Pelton said the first engines Thielert provided did not possess the operating parameters and reliability to meet Cessna standards. So the Wichita aircraft maker spent several years in a cooperative program with Thielert, running engines on test stands and conducting flight tests. The two firms finally agreed that the Thielert Centurion 2.0 engines would meet Cessna s needs and they embarked on a program to win FAA certification for installing the engines in new production aircraft. Pelton said Cessna was scheduled to deliver 160 diesel-powered 172s this year, but those plans were grounded by Thielert s financial problems. With Thielert future uncertain at best, Pelton said ‘We are in discussions with all the engine manufacturers’ about finding another diesel engine. He noted that Continental and Lycoming are both looking at developing diesel aircraft engines. ‘They are all trying to find a way to get there,’ Pelton said, but those programs are at least three years away. Diamond Aircraft is working with Austro Engine to field a replacement for the Thielert Centurions in its DA 42 aircraft and Pelton said he believes the Austro engine will be available to other aircraft manufacturers. But he said the Austro powerplant is ‘a lot heavier’ than the Centurion. Pelton stressed that Cessna remains intensely interested in finding the right diesel power plant because ‘the need is there’ given the soaring cost of aviation gasoline and its limited availability in many parts of the world, But he said ‘we are not going to field a green engine’ with questionable reliability. Until diesel power is available, Pelton said one interim solution under study is the new Lycoming iE2 series engines with integrated electronic engine controls. Lycoming, which hopes to win FAA certification of the first iE2 engine this year, said the new line will offer pilots single-lever operation, alternate fuel capability, improved fuel economy and simpler, easier starting. The integrated engine controls will be available on Lycoming four-, six- and eight-cylinder models. The iE2 Series engines will have dual channel electronic control units, distributed electronic ignition, individual sensors knock sensors and a self-test mode that begins operating as the engine is being started, quickly giving pilots a ‘green light’ if it is OK to proceed or warning if a problem is detected. A Lycoming spokesman said pricing for the new engines has not been finalized. (Aviation Week 7/29/08) DieselAir comment: The 172 and other planes in the 160-180HP range will simply have to wait for a diesel alternative. Three years from now may be enough to see a 2-stroke diesel certified and STCd in that power range. We see two candidates: DeltaHawk as favorite, and Wilksch if it can upgrade its 100-120HP to 160HP fast enough. For flight academies interested in a two-seater burning 3 gallons/hour of Jetfuel, IndUS Aviation may be the first to offer a solution fully compatible with high fuel prices, with its Thorpedo T-211 diesel (Wilksch WAM 100HP 2-stroke.) Meanwhile the sole aero diesel airplane fully STCd worldwide now remains the Cessna 182SMA... posted at 10:51 PM News of July 27, 2008If you subscribed to DieselAir Newsletter...Please note that 15% of our emails notifying subscribers are rejected because of spam barriers or obsolete email addresses. If this is your case, do not be surprised if you have not received anything for some time, and send directly to atc@dieselair.com a reliable, direct email address. Andre Teissier-duCros, Publisher posted at 8:33 PM News of July 25, 2008Diamond Offering Assistance To DA42 CustomersDiamond Aircraft launched a program Thursday designed to help its DA42 aircraft customers manage the transition from the original equipment Thielert Aircraft Engine Centurion engine to an Austro Engine AE 300 powerplant. Existing owners of TAE Centurion engines have complained of lack of support and warranty coverage from Thielert since that company entered insolvency this spring. Diamond is working with Austro Engine and hopes to win European Aviation Safety Agency type certification for the 170-horsepower turbo-diesel engine this fall. Diamond announced a multi-faceted DA42 Customer Assistance Program Thursday that encompasses parallel initiatives: Certifying the Austro Engine in the DA42, including a retrofittable upgrade kit to convert existing customer aircraft to the more powerful 170-horsepower AE 300; and efforts to win Supplemental Type Certificate approval for alternative support and maintenance solutions for the existing TAE engine. 'We are expending significant resources on these extensive programs in our very best effort to protect our existing customers, regardless of the possible outcome of the TAE insolvency,' said Peter Maurer, president of Diamond Aircraft Industries. 'The potential of upgrading existing DA42s - to deliver greatly improved performance, reliability and manufacturer support - will greatly enhance their value and best protect the investment that our customers have made in their aircraft.' Diamond is offering program participants up to a 30 percent 'subsidy' of the cost of the of the optional Austro Engine retrofit when it becomes available; assignment of a priority position for Austro Engine retrofit kits; a 30 percent discount on any TAE-engine specific parts and services that are under development by Diamond when STCs are issued and those parts become available; an immediate 20 percent discount on all DA42 Diamond airframe parts; and, a 12-month extension of the airframe parts warranty. (Aviation Week 7/25/08) posted at 11:34 PM Austro Engine AE 300 launch event
 Austro Engine GmbH and its partners, including Diamond Aircraft, are announcing plans to hold an official launch event for the AE 300 engine shortly after receipt of Type Certificate for the engine from EASA, expected in fall 2008. The launch event will be held at Austro Engine GmbH in Wiener Neustadt, Austria. With the brand new AE 300, Austro Engine GmbH has launched the leading Jet A1 piston engine in General Aviation. Numerous testing hours have proved its endurance and reliability. Never before has a comparable engine achieved a stronger performance and higher efficiency. The AE 300 is a 4 cylinder 2 liter piston engine which runs on Jet A1 or diesel fuel and produces 170 horsepower. It will initially be installed in the DA40 TDI Diamond Star and DA42 TDI Twin Star aircraft of Diamond Aircraft Industries GmbH, our lead customer for this product. (Press Release Diamond Aircraft 7/23/08) DieselAir Comment: We still do not know what Austro Engine means by stronger performance and higher efficiency. The power per cubic capacity is indeed very high, but this is rather worrisome. We will know more when we will know how a DA42 Austro compares with a DA42 Thielert in terms of weight, and how much fuel per hour it burns at same altitude same speed, again compared with earlier product. posted at 9:07 AM News of July 11, 2008Diamond Air declines further interest in bidding for ThielertWe received from the offices of B. Kuebler, Receiver for Thielert Motoren GmbH the following press release: 'We have learned of the decision of Diamond Aircraft not to participate in the bidding process via the press, and have taken notice of it. However, the procedure of the bidding process, including the confidentiality agreement, complies with international standards. Like all other potential investors, Diamond would have received comprehensive Information regarding the situation of THIELERT after signing the confidentiality agreement. Hence, the reasons Diamond is presenting for its non-participation are clearly pretext. Possibly Diamond has had to recognize that the bidding process is only meant for prospective buyers that are seriously interested. Diamonds actions clearly serve the purpose of derogating THIELERTs reputation in the naive assumption to be able to subsequently purchase THIELERT far under value.' posted at 7:56 AM News of July 10, 2008We have available Pictures of the first diesel powered helicopter.
 It is being built in Australia, and is powered by a Deltahawk V4 2-stroke engine. Its designer is the respected engineer Bill Whitney. EMail us to receive the pictures. posted at 8:01 PM News of July 09, 2008In 2008, four major events are causing a shock in the aero diesel market – DieselAir special world review, Chapter 1.These events are: Thielert going Chapter 11 last April; Cessna and Cirrus becoming seriously aware of the diesel opportunity therefore beginning to adapt their policies to it; fuel prices going through the roof; and developing countries defining or redefining policies for General Aviation, this with special attention for smaller piston engined airplanes (PEA), between 100 and 450HP singles and twins. It is these who are the main market for aero diesels. Market forecast for aero diesels: Before these events, say in early 2007, we expected the world population of diesel airplanes (today some 1,000, mainly Thielert equipped) to keep growing, slowly first, then faster; to eventually explode in some countries; and then to seriously take off in the US. Our 20-year forecast has drastically changed for the short term, and to a lesser extent for the long term. To discuss. LSA diesels: A positive consequence of these events is the explosion of Light Sport Airplanes (LSA). These alone represent a future market for 100-150HP diesels, all 2-strokes. Does it mean that the flight academy of the future will fly 120HP Two-Seaters burning 3 to 4 gallons of Jetfuel per hour? At this time only IndUS Aviation in Texas is positioned to take advantage of this opportunity with their Thorpedo T-211 equipped with the Wilksch WAM 2-stroke diesel. Will they succeed? To discuss. The US arena: The US has by far the largest population of small airplanes, and still represents the biggest market for them. Until now, it enjoyed by far the lowest prices for both Avgas and Jetfuel. This was especially significant for Avgas, thanks to which a large population of very old airplanes (over 30 years) could survive in the hands of private pilots with limited means. When Avgas was 2 dollars a gallon, it was even manageable to keep flying a DC3 burning 70 gallons of Avgas per hour. Now GAMA reports that the 1st Quarter shipments of PEAs has dropped 28% compared with 2007 Qtr 1st, while business jets shipments are up 40%. We foresee that the number of airworthy PEAs on the US Register is going to drop significantly during the next ten years. How significantly we do not know yet. We know it for several reasons but mainly because, according to AOPA statistics, these planes are flying less and less: the drop was from an average 150 hours/year a few years ago to less than 100 now, this before the full impact of higher fuel prices. Let us face it: the $100 hamburger is under threat. Meanwhile, it means in theory that more used Cessnas, Pipers and others will be available for diesel conversion, but wait: Cessna and Piper may influence which models they will encourage to detriment of the others. Which ones? To discuss. The world market for PEAs outside the US: We foresee that the PEA market worldwide is going to grow, and to grow fast in some countries; but this growth, which is expected, is going to be the occasion for a revamping of infrastructures and regulations. Many countries know that their growth pattern is going to make room for more badly needed PEAs, whereas such airplanes were virtually non-existent until now in their fleet. To make room under which conditions? This is what they want to define and regulate taking into account local conditions. Which applications will they favor? One thing for sure: this growth will benefit the aero diesel market, because it uses globally available Jetfuel. However, could Mogas alternatives appear fast enough to compete with aero diesels? To discuss. Thielert: Meanwhile, what will happen with Thielert who has supplied the absolute majority of diesel airplanes, and with Diamond Air, the unquestioned leader of diesel airplanes, who goes on as fast as it can developing its own Thielert substitute? To discuss. SMA: Meanwhile, the wild card in the industry is SMA, who offers today the only globally certified aero diesel the airworthiness of which is not in question. But only some 50 of them are flying yet. Will SMA, supported by its huge parent company SNECMA, be able to turn the global situation to its advantage? To discuss. While we prepare these reports, your comments are welcome. Andre Teissier-duCros, Publisher. posted at 4:06 AM News of July 05, 2008Investors search process underway at Thielert, says AdministratorLichtenstein, Saxony, 7/4/08 – On July 1, 2008 Chemnitz Local Court opened insolvency proceedings against Thielert Aircraft Engines GmbH. Bruno M. Kuebler, who has already served as the preliminary insolvency administrator, was appointed as insolvency administrator. Business operations will continue unchanged even after opening of the insolvency proceedings. The transition from preliminary to opened insolvency proceedings is a purely formal act that has no noticeable effects on the relations of the company with suppliers or customers. The process of finding an investor for the company also got underway with commencement of the insolvency proceedings. ‘An investor who is capable of securing the existence of the company on a long-term basis at its business locations and continues to develop the leading position of Thielert on the market for diesel piston engines should get the nod,’ said Kuebler. ‘Of course, the purchase price also plays a role.’ The process of finding an investor will be carried out in several stages. Kuebler already wrote to more than fifty prospective buyers on July 2, 2008. This correspondence contains a brief exposé of the company as well as a confidentiality agreement which the prospective buyers are required to sign and return by July 16, 2008 if they plan to participate in the process to find an investor. Such investors will then receive more comprehensive information about the company toward the end of July 2008. Those prospective investors who then desire to enter into purchasing negotiations on the basis of this information memorandum must then state their interest in purchasing the company and submit a nonbinding purchase price offer in the form of a ‘Letter of Intent.’ These potential investors will in turn be invited to the ‘due diligence’ and given access to the data room with complete information about the company. Thereafter the purchasing negotiations which may take up to several weeks will begin. The insolvency administrator does not expect the required negotiations to be concluded before September 2008. Kuebler also asks the public to be aware that no information may be published on prospective investors or the state of negotiations until successful conclusion of the required discussions with investors in order not to jeopardize these discussions through indiscretion. (Press contact: Christoph Moeller, cm@moeller-pr.de) posted at 4:10 PM Owners Group Questions Thielert’s Motives - Files for creditor action to defend against predatory practicesLOUISVILLE, June 23, 2008 – The Thielert Engine Owners Group (THENOG) representing aircraft owners worldwide with Thielert engines today reiterated its intent to file for creditor status in the companies insolvency hearings, saying the company has been unresponsive. ‘Based on what we have seen so far, the only way Thielert engine owners will get relief is to band together and exert pressure as a group,’ ‘said Dr. Todd House, President of YourJet LLC and a founder and director of THENOG. ‘It is the interests of every Thielert owners to join the group,’ he said. Particularly troubling to owners is the issue of engine warranties and spare parts costs and availability. On May 27, insolvency administrator Dr. Bruno Kuebler announced that the company would not honor engine warranties. However, in a press release dated June 18, the company said it would resume full production of engines and parts and added: ‘For its newly manufactured engines, Thielert provides customers with a full warranty of quality in accordance with EU regulations.’ ‘We have asked Thielert whether they will honor their existing commitments, and we get no response,’ said Vilis Ositis, a THENOG founder and board member. We have asked to see a copy of the new warranty Thielert says it will provide for new engines and Thielert has not produced it,’ he said. ‘If Thielert refuses to honor the engine-life extension commitment for existing engines, it drives the operating cost of the engines out of sight and makes them totally uneconomical,’ he said. ‘In Thielert June 18 press release the issue of the life extension program for existing customers is not addressed. And repeated attempts to get answers from the company on that issue have gone unanswered,’ Ositis said. Neither Thielert nor Dr. Kuebler has made any explanation of how the company would deal with the troubling issue of the Centurion engine life extension program for existing engine owners. Since the Centurion I and II engines are relatively new and have limited operational history, they were certified with an aggressive program of inspections and replacements designed to increase the certified Time Between Replacement from 1,200 hours to 2,400 hours. Thielert, as part of the original warranty program and in accordance with certification stipulations, agreed to pay for many inspections and to subsidize the cost of early replacements in order to gather data required to extend engine life to normal industry standards. ‘We think the way Thielert is treating existing customers is absolutely appalling,’ said Dr. House. ‘How can they can offer warranties on new engines and parts, when less than a month ago, they cancelled all their existing warranties and quadrupled the price of parts?’ Thielert appears to be exploiting its virtual monopoly on engines and parts to squeeze money out of existing owners,’ Dr. House said. ‘It is not just a matter of fairness,’ he said. ‘It is a safety-of-flight issue.’ ‘Our group recommends that no one purchase any Thielert engine or parts until these issues are resolved,’ House said. ‘It is clear that the administrator is trying to create an impression of normality and continuity whilst nothing can be further from the truth.’ ‘It is in all our interests to ensure that there is a swift conclusion to this current position and we will use our creditor position to enforce that,’ he said. ‘We have established THENOG as a substantial creditor to Thielert due to the cumulative value of warranty agreements for our engines, said Ositis. ‘Given the number of owners we represent we will have a strong vote on the committee that will allow us to direct the outcome of the insolvency. Furthermore we are aggressively positioning ourselves to play a pivotal role in the post administration realties that will face any acquirer of the Thielert product line.’ The Thielert Engine Owners Group (THENOG) was formed in May to protect the investment and safety of nearly 1,000 affected aircraft owners, including about 900 owner/operators of Diamond Aircraft DA42 twin-engine and DA 40 single-engine aircraft. Many of those aircraft are currently grounded and nearly all may be rendered uneconomical to operate, depending on the outcome of the Thielert situation. Based on the Thielert current pricing structure and on the cancellation of warranties to existing customers, the maintenance and overhaul cost of operating a new Thielert engine is $85 per hour for existing customers. The group has hired legal counsel in Germany to represent engine owners in the Thielert insolvency case. Owners and operators of Thielert-powered aircraft are encouraged to visit the THENOG website, www.thenog.org , where they can join the group and provide feedback on their experiences with Thielert and/or Diamond Aircraft. Contact info: 1513 Rosewood Avenue, Louisville, KY 40204-1549. Ken Shapero. U.S. (502) 314-3079. posted at 3:54 PM News of June 19, 2008Diamond Air plans a shift to Lycoming for DA42s
Following the problems with the Thielert company (legal actions against its owners) Diamond aircraft has now announced that it will speed up its plans to replace the Thielert Centurion diesel engines for its DA42 Twin Star aircraft with Lycoming engines. Diamond has also requested the European Aviation Safety Agency for approval to provide technical support and parts for Thielert engines. Just to be on the safe side. The problems with Thielert are a major blow to the light aircraft industry.
Comment: We expect this prepares an option to be offered to DA42 owners and customers having placed an order while the Austro Engine substitute to the Thielert engine is being certified. posted at 3:12 AM |
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